Electric vehicle thermal management system

ABSTRACT

An electric vehicle thermal management system and an electric vehicle using the thermal management system, wherein a passenger cabin is heated by the heat dissipated from a battery and/or a motor, and the battery and the electric motor are connected in different cooling paths. Heat is supplied to the passenger cabin by using the heat absorbed by cooling liquid from the battery and/or the motor, so that the electric power of the electric vehicle can be effectively utilized to increase the endurance mileage of the electric vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. Nonprovisional patentapplication Ser. No. 14/816,065, filed Aug. 3, 2015, which claimspriority to U.S. Provisional Patent Application No. 62/133,991, filed onMar. 16, 2015, and U.S. Provisional Patent Application No. 62/150,848,filed on Apr. 22, 2015, the disclosures of which are hereby incorporatedby reference in their entireties for all purposes.

BACKGROUND

Exemplary embodiments of the present disclosure relate to a thermalmanagement system of vehicles, and more particularly, to the field ofelectric vehicles.

The temperature in a passenger cabin of an existing electric vehicle isgenerally adjusted by an air conditioning system to maintain acomfortable temperature range for the occupants in the passenger cabin.Further, a battery can be used as the power source of the electricvehicle. The battery is also used as the energy source for the airconditioning system within the electric vehicle. However, the airconditioning system within the electric vehicle generally consumes alarge amount of battery power, which ultimately influences the endurancemileage of the electric vehicle. Since the endurance mileage of theelectric vehicle is a highly important aspect of the electric vehicle,the efficient use of power in the electric vehicle is desired.

SUMMARY

Exemplary embodiments of the present disclosure may address at leastsome of the above-noted problems. For example, an electric vehiclethermal management system and an electric vehicle using the thermalmanagement system, according to exemplary embodiments, may effectivelysave a significant amount of the electric power of electric vehicles.

According to first aspects of the present disclosure, the presentdisclosure provides an electric vehicle thermal management system forheating a passenger cabin of an electric vehicle by means of the heatabsorbed from a battery and/or an electric motor of the electricvehicle. The electric vehicle thermal management system may include atleast a first cooling path. Cooling liquid is circulated through thefirst cooling path, and the cooling liquid flows through a batterypositioned at a point along the first cooling path so as to perform heatexchange with the battery. Further, the electric vehicle thermalmanagement system may also include a second cooling path, through whichcooling liquid is circulated. The cooling liquid flows through a motorpositioned at a point along the second cooling path, and performs heatexchange with the motor. Additionally, the electric vehicle thermalmanagement system may include a third cooling path, which includes aninlet and an outlet. The inlet and the outlet are in fluid communicationwith each other. The electric vehicle thermal management system may alsoinclude a first radiator, wherein the first radiator provides a heatsource to the passenger cabin by dissipating the heat absorbed by thecooling liquid. Further, the first radiator is selectively connected toa point along a path of the first cooling path, the second cooling path,or the third cooling path. The cooling liquid that respectively flowsthrough the first cooling path and the second cooling path is convergedat the inlet of the third cooling path, flows through the third coolingpath, and then is divided at the outlet of the third cooling path tore-flow into the first cooling path and the second cooling path.

According to further aspects of the present disclosure, the presentdisclosure provides an electric vehicle, including the above-mentionedvehicle thermal management system.

In addition, compared with the prior art, some embodiments of thepresent disclosure at least have the advantage of effective heatdissipation of the heat-generating components, and meanwhile, the heatgenerated by the components is effectively transmitted to the passengercabin, so as to heat the passenger cabin when necessary. Therefore, theelectric power of the electric vehicle can be effectively saved toincrease the endurance mileage of the electric vehicle.

Additional features, advantages, and embodiments of the invention may beset forth or apparent from consideration of the following detaileddescription, drawings, and claims. Moreover, it is to be understood thatboth the foregoing summary of the invention and the following detaileddescription are exemplary and intended to provide further explanationwithout limiting the scope of the invention claimed. The detaileddescription and the specific examples, however, indicate only preferredembodiments of the invention. Various changes and modifications withinthe spirit and scope of the invention will become apparent to thoseskilled in the art from this detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are included to provide a furtherunderstanding of the invention, are incorporated in and constitute apart of this specification, illustrate embodiments of the invention andtogether with the detailed description serve to explain the principlesof the invention. No attempt is made to show structural details of theinvention in more detail than may be necessary for a fundamentalunderstanding of the invention and various ways in which it may bepracticed. In the drawings:

FIG. 1 shows a simplified working principle diagram of an electricvehicle thermal management system, according to an exemplary embodimentof the present disclosure.

FIG. 2 shows a more detailed schematic diagram of the electric vehiclethermal management system, according to an exemplary embodiment of thepresent disclosure.

FIG. 3 shows a control block diagram of the electric vehicle thermalmanagement system, according to an exemplary embodiment of the presentdisclosure.

DETAILED DESCRIPTION

Various example embodiments of the present disclosure will be describedbelow with reference to the drawings constituting a part of thedescription. It should be understood that, although terms representingdirections are used in the present disclosure, such as “front”, “rear”,“upper”, “lower”, “left”, “right”, and the like, for describing variousexemplary structural parts and elements of the present disclosure, theseterms are used herein only for the purpose of convenience of explanationand are determined based on the exemplary orientations shown in thedrawings. Since the embodiments disclosed by the present disclosure canbe arranged according to different directions, these terms representingdirections are merely used for illustration and should not be regardedas limiting. Wherever possible, the same or similar reference marks usedin the present disclosure refer to the same components.

Unless defined otherwise, all technical terms used herein have the samemeanings as commonly understood by one of ordinary skill in the art towhich the invention pertains. The embodiments of the invention and thevarious features and advantageous details thereof are explained morefully with reference to the non-limiting embodiments and examples thatare described and/or illustrated in the accompanying drawings anddetailed in the following description. It should be noted that thefeatures illustrated in the drawings are not necessarily drawn to scale,and features of one embodiment may be employed with other embodiments asthe skilled artisan would recognize, even if not explicitly statedherein. Descriptions of well-known components and processing techniquesmay be omitted so as to not unnecessarily obscure the embodiments of theinvention. The examples used herein are intended merely to facilitate anunderstanding of ways in which the invention may be practiced and tofurther enable those of skill in the art to practice the embodiments ofthe invention. Accordingly, the examples and embodiments herein shouldnot be construed as limiting the scope of the invention, which isdefined solely by the appended claims and applicable law. Moreover, itis noted that like reference numerals reference similar parts throughoutthe several views of the drawings.

An electric vehicle thermal management system according to exemplaryembodiments of the present disclosure is capable of supplying heat to apassenger cabin by means of the heat dissipated from a battery and amotor. Specifically, the electric vehicle thermal management systemaccording to some embodiments can connect a cooling liquid path of thebattery and/or the motor to a radiator capable of dissipating heat intothe passenger cabin. Further, the radiator supplies the heat to thepassenger cabin through the heat absorbed by the cooling liquid from thebattery and/or the motor. In some embodiments, the electric vehiclethermal management system can also choose not to supply the heat to thepassenger cabin. Thus, the exemplary embodiments of the thermalmanagement system have a variety of working modes, which are determinedby whether the passenger cabin needs a heat supply or not and/or thetemperature status of the parts which generate the heat. These workingmodes will be described below with reference to FIG. 1.

FIG. 1 illustrates a simplified working-principle diagram of an electricvehicle thermal management system, according to an exemplary embodimentof the present disclosure. FIG. 1 depicts how the thermal managementsystem transfers the heat supply to the passenger cabin via heatdissipation of the battery and/or the motor. That is, the heat generatedfrom the heat-generating parts (e.g., the battery and/or the motor) maybe transferred to the passenger cabin.

As shown in FIG. 1, the electric vehicle thermal management system mayinclude a cooling circuit, and the cooling circuit may include a firstcooling path A, a second cooling path B, and a third cooling path C.Cooling liquid can be circulated in each cooling path of the coolingpaths A, B, and C. The cooling liquid in the first cooling path A flowsthrough the battery 101 to perform heat exchange with the battery 101,and the cooling liquid in the second cooling path B flows through themotor 102 to perform heat exchange with the motor 102. The third coolingpath C includes an inlet 115 and an outlet 116. In detail, the coolingliquid respectively flows through the first cooling path A and thesecond cooling path B, and is converged at the inlet 115 of the thirdcooling path C. Next, the cooling liquid flows through the third coolingpath C and then is divided at the outlet 116 of the third cooling path Cto re-flow into each of the first cooling path A and the second coolingpath B.

In some embodiments, the inlet 115 of the third cooling path C may referto the convergence position of the cooling liquid in the first coolingpath A and the second cooling path B, rather than a fixed position. Inother embodiments, the inlet 115 of the third cooling path C may referto a fixed position. Additionally, in some embodiments, the position canchange according to different working modes of the thermal managementsystem, which can be seen from the following description.

In addition, while FIG. 1 illustrates that the battery 101 is connectedto the first cooling path A and the motor 102 is connected to the secondcooling path B, in some embodiments, the battery 101 and the motor 102may be other heat-generating parts. In some embodiments, there may bemore than one heat-generating part positioned in each of the firstcooling path A and the second cooling path C. In other embodiments, thecooling circuit may include more than two cooling paths. For example,four or five cooling paths may be used in the cooling circuit, eachcooling path being connected to at least one heat-generating part.

Still referring to FIG. 1, a first radiator 103 is provided in theelectric vehicle thermal management system, the first radiator 103 isarranged in the vicinity of the passenger cabin 1, and the heatdissipated from the first radiator is used for supplying heat to thepassenger cabin 1 or heating the passenger cabin 1. The first radiator103 is connected in one path of the first cooling path A, the secondcooling path B or the third cooling path C in a switchable manneraccording to various situations. The first radiator 103 may also beseparated from all the three paths, thereby achieving different workingmodes of the thermal management system. The switching between theworking modes may be achieved by arranging valve devices at variouspositions along the first cooling path A, the second cooling path B, andthe third cooling path C.

The valve devices include a first switch 107 arranged in the firstcooling path A and a second switch 108 arranged in the second coolingpath B. The thermal management system may further include a secondradiator 113, and the second radiator 113 is selectively connected inthe cooling circuit or disconnected from the cooling circuit via aswitch 114. The second radiator 113 may dissipate the heat of thecooling liquid to the outside of the vehicle, and the switch 114 may bea three-way valve. When there is a need to dissipate the heat of thebattery 101 and/or the motor 102 to the outside of the vehicle, thesecond radiator 113 can be connected in the cooling circuit by switchingthe switch 114.

Specifically, in the first cooling path A, the cooling liquid flowsthrough the battery 101 and then flows into the first switch 107. Byswitching the first switch 107, the cooling liquid in the first coolingpath A can be directed to firstly flow through the first radiator 103and then flow into the inlet (for example, switch 114) of the thirdcooling path C or directly flow into the inlet of the third cooling pathC (for example, bypassing the first radiator 103). In the second coolingpath B, the cooling liquid flows through the motor 102 and then flowsinto the second switch 108. By switching the second switch 108, thecooling liquid in the second cooling path B can be directed to firstlyflow through the first radiator 103 and then flow into the inlet (forexample, switch 114) of the third cooling path C or directly flow intothe inlet of the third cooling path C (for example, bypassing the firstradiator 103).

Through the combined action of the first switch 107 and the secondswitch 108, the thermal management system can achieve various workingmodes. As an example, the first switch 107 and the second switch 108 canuse three-way valves. However, the first switch 107 and the secondswitch 108 are not limited to being three-way values. In someembodiments, the first switch 107 and the second switch 108 may be othertypes of valves. Additionally, in some embodiments, the type of valve orswitch of the first switch 107 may be different from the type of valveor switch of the second switch 108. The above-mentioned switching can beachieved by selecting the circulation paths using the three-way valves.The various working modes of the thermal management system will bedescribed below in detail with reference to FIG. 1.

In a first working mode, the first radiator 103 may be connected at aposition along the first cooling path A, and the thermal managementsystem only uses the heat dissipated from the battery 101 to supply heatto the passenger cabin 1. The first switch 107 may connect the firstradiator 103 with the first cooling path A, so that the cooling liquidin the first cooling path A flows through the first radiator 103 alongthe solid line in FIG. 1 after passing through the first switch 107 andthen reaches the third cooling path C. The first radiator 103 may beseparated from the second cooling path B by the second switch 108, sothat the cooling liquid in the second cooling path B, after flowingthrough the motor 102, directly flows into the third cooling path Calong the dotted line in FIG. 1. Further, the switch 114 connects thesecond radiator 113 in the cooling circuit at a position along the thirdcooling path C, so that after the cooling liquid that flows through themotor 102 converges with the cooling liquid that flows through the firstradiator 103, the converged cooling liquid flows into the secondradiator 113 via the switch 114. Thus, the heat absorbed by the coolingliquid from the motor can be dissipated to the outside of the vehiclethrough the second radiator 113.

In a second working mode, the first radiator 103 may be connected to thesecond cooling path B, and the thermal management system only uses theheat dissipated from the motor 102 to supply heat to the passenger cabin1. The second switch 108 may connect the first radiator 103 with thesecond cooling path B, so that the cooling liquid in the second coolingpath B flows through the first radiator 103 along the solid line in FIG.1 after passing through the second switch 108 and then reaches the thirdcooling path C. The first radiator 103 may be separated from the firstcooling path A by the first switch 107, so that the cooling liquid inthe first cooling path A, after flowing through the battery 101,directly flows into the third cooling path C along the dotted line inFIG. 1. The switch 114 connects the second radiator 113 in the coolingcircuit at a position along the third cooling path C, so that after thecooling liquid that flows through the battery 101 converges with thecooling liquid that flows through the first radiator 103, the convergedcooling liquid flows into the second radiator 113 via the switch 114,and the heat absorbed by the cooling liquid from the battery 101 can bedissipated to the outside of the vehicle through the second radiator113.

In a third working mode, the thermal management system uses the heatdissipated from the battery 101 and the motor 102 to supply heat to thepassenger cabin 1 or heat the passenger cabin 1. The first switch 107connects the first radiator 103 with the first cooling path A, so thatthe cooling liquid in the first cooling path A flows through the firstradiator 103 along the solid line in FIG. 1 after passing through thefirst switch 107. In addition, the second switch 108 also connects thefirst radiator 103 with the second cooling path B, so that the coolingliquid in the second cooling path B flows through the first radiator 103along the solid line in FIG. 1 after passing through the second switch108. The cooling liquid in the first cooling path A and the secondcooling path B is converged at or before entering the first radiator103. At the moment, the first radiator 103 is actually connected in thethird cooling path C. The switch 114 separates the second radiator 113from the cooling circuit, and the converged cooling liquid in the firstradiator 103 re-flows into the battery and the motor along the dottedline in FIG. 1 after exiting the first radiator 103.

In a fourth working mode, the thermal management system does not supplyheat to the passenger cabin 1, and the first radiator 103 is separatedfrom all of the first cooling path A, the second cooling path B, and thethird cooling path C. The first switch 107 disconnects the firstradiator 103 from the first cooling path A, so that the cooling liquidin the first cooling path A, after flowing through the battery 101,directly flows into the third cooling path C along the dotted line inFIG. 1. Further, the second switch 108 also disconnects the firstradiator 103 from the second cooling path B, so that the cooling liquidin the second cooling path B, after flowing through the motor 102,directly flows into the third cooling path C along the dotted line inFIG. 1. The switch 114 may connect the second radiator 113 to thecooling circuit as a part of the third cooling path C, so that after thecooling liquid that flows through the battery 101 converges with thecooling liquid that flows through the motor 102, the combined coolingliquid flows into the second radiator 113 via the switch 114. Thus, theheat absorbed by the cooling liquid from the battery 101 and the motor102 can be dissipated to the outside of the vehicle through the secondradiator 113.

Through the arrangement in FIG. 1, the heat dissipated from the parts ofthe vehicle can be effectively utilized for heating the passenger cabin,and meanwhile, the working temperature of the battery may not beaffected by other parts which generate heat. For example, the battery101 is relatively sensitive to the temperature. In order to ensure thatthe battery 101 works efficiently, the temperature of the battery 101needs to be maintained within a stable working temperature range. Byarranging the battery 101 and the motor 102 in the two separate coolingpaths respectively, the mutual influence of the heat dissipation of themotor 102 and the heat dissipation of the battery 101 can be reduced.Additionally, through such an arrangement, a heat source of the firstradiator 103 can be selectively provided by the battery 101 or the motor102 according to different situations or be simultaneously provided bythe battery 101 and the motor 102. Thus, through such an arrangement,the normal heat dissipation of the parts that generate heat is notaffected, and meanwhile, the heat source can be flexibly selected forthe passenger cabin 1 according to the actual situation of the vehicle.

Reference is made now to FIG. 2. FIG. 2 illustrates a more detailedschematic diagram of the electric vehicle thermal management systemaccording to an exemplary embodiment of the present disclosure. For thesake of brevity, the other parts, except for the parts which generateheat and the first and second radiators as shown in FIG. 1, in thethermal management system will be described below in detail withreference to FIG. 2.

As shown in FIG. 2, in addition to the battery 101 and the first switch107, a pump 104 and a heater 111 are further connected in the firstcooling path A. The pump 104 is used for pumping the cooling liquid to aheat-generating part in the first cooling path A and determining theflow rate of the cooling liquid in the path. The heater 111 can beselectively started or stopped to selectively perform heating treatmenton the cooling liquid in the first cooling path. In some embodiments,the position of the heater 111 may be arranged on the upstream of thebattery 101, so that the cooling liquid can firstly flow through theheater 111 and then flow through the battery 101. Due to such anarrangement, the heater 111 can rapidly help to increase the temperatureof the battery 101 when the temperature of the battery 101 is relativelylow. In other embodiments, the heater 111 can also be arranged at otherpositions in the first cooling path A or in other cooling paths.

In some embodiments, the thermal management system further includes arefrigerator 109, which is selectively connected in the first coolingpath A through a switch 110, so that the refrigerator 109 canselectively perform cooling treatment on the cooling liquid in the firstcooling path A. As an example, the switch 110 can be adapted to use thecombination of two three-way valves. In some embodiments, since thebattery 101 has a higher requirement on the working temperature comparedwith the motor 102 and other parts, the refrigerator 109 may be arrangedto be capable of performing heat exchange with the first cooling path A.In other embodiments, the refrigerator 109 is arranged to be capable ofperforming heat exchange with the second cooling path B or the thirdcooling path C.

In addition to the motor 102 and the second switch 108, otherheat-generating parts 112 and a pump 105 may also be connected in thesecond cooling path B. The pump 105 is used for pumping the coolingliquid to the parts in the path and determining the flow rate of thecooling liquid in the path. The other heat-generating parts 112 mayinclude, for example, a charger. The other heat-generating parts 112dissipate heat through the second cooling path B. Further, when thesecond switch 108 connects the second cooling path B with the firstradiator 103, the heat of the other heat-generating parts 112 is alsotransmitted to the first radiator 103, thereby providing heat to thepassenger cabin 1. In other embodiments, the other heat-generating parts112 can also be arranged in other cooling paths.

In some embodiments, a cooling liquid source 106 may be furtherconnected in the third cooling path C and used for supplying the coolingliquid to the cooling paths when there is a loss of cooling liquid inthe cooling paths. In other embodiments, the cooling liquid source 106can also be arranged in the first cooling path A or the second coolingpath B.

The control flow of the electric vehicle thermal management systemaccording to exemplary embodiments of the present disclosure will bedescribed below with reference to the control block diagram of theelectric vehicle thermal management system, as shown in FIG. 3. As shownin FIG. 3, the electric vehicle thermal management system includes apassenger cabin temperature sensor 204, a battery temperature sensor203, a motor temperature sensor 202, and a control device 201. Thepassenger cabin temperature sensor 204, the battery temperature sensor203, and the motor temperature sensor 202 are used for detecting thetemperature of the passenger cabin, the battery, and the motor,respectively, and transmitting the detected temperature information tothe control device 201. The electric vehicle may optionally includetemperature sensors for sensing the temperature along various positionsof the cooling paths. The control device 201 controls the actions of thepump 104, the pump 105, the first switch 107, the second switch 108, theswitch 110, the switch 114, the heater 111, and the like, according tocomprehensive judgments of temperatures of the parts and an externalpassenger instruction, so as to switch the thermal management systemamong the various working modes.

For example, when the vehicle is at a normal running state, the controldevice 201 firstly determines whether to connect the first radiator 103to the cooling circuit or connect the second radiator 113 to the coolingcircuit according to an instruction sent by the passenger indicatingwhether the passenger cabin needs a heat supply. In some embodiments,the instruction may be sent by the passenger by pressing a button orcontrolling a knob of a dial located in the passenger cabin, however,the present disclosure is not limited thereto.

In some embodiments, if an instruction from the passenger indicatingwhether the passenger cabin needs heat supply has not been received, asa default, the second radiator 113 may be connected to the coolingcircuit to dissipate the heat absorbed by the cooling circuit to theoutside of the vehicle, while the first radiator 103 is separated fromthe cooling circuit.

When the passenger sends an instruction indicating that there is a needto supply heat to the passenger cabin, in some embodiments, the controldevice 201 may control the switch 114 of the second radiator 113 toseparate the second radiator 113 from the cooling circuit, and maycontrol the first switch 107 and the second switch 108 to connect thefirst radiator 103 to the third cooling path C. As discussed above, insome embodiments, the battery 101 and the motor 102 may besimultaneously used for heating the passenger cabin 1. As the battery101 and the motor 102 may be simultaneously used for supplying heat tothe passenger cabin, the heat supply efficiency is relatively high.

In addition, the control device 201 may control each of the first switch107, the second switch 108, and the switch 114 depending on atemperature of the cooling liquid in the first cooling path A and/or thecooling liquid in the second cooling path B. For example, when thetemperature of the cooling liquid in the first cooling path A is muchlower than that of the cooling liquid in the second cooling path B, thecontrol device 201 may control the first switch 107 to switch, so thatthe first radiator 103 is only connected with the second cooling path B.Optionally, the control device 201 may also control the switch 114 toswitch, so that the second radiator 113 is connected to the thirdcooling path C. As such, only the heat dissipated from the motor 102 isused to heat the passenger cabin 1. When the temperature of the coolingliquid in the second cooling path B is much lower than that of thecooling liquid in the first cooling path A or the battery 101 ofelectric vehicle is in a charging state, the control device 201 maycontrol the second switch 108 to switch, so that the first radiator 103is only connected with the first cooling path A. Optionally, the controldevice 201 may also control the switch 114 to switch, so that the secondradiator 113 is connected to the third cooling path C. As such, only theheat dissipated from the battery 101 is used to heat the passenger cabin1.

The choosing of the heat source for the passenger cabin is not limitedto the above situations. In some embodiments, the control strategy canbe flexibly selected according to the actually detected situations ofthe vehicle, and different working modes of the thermal managementsystem can be selected according to whether the passenger cabin needsheat supplied or not and/or the temperature status of the parts thatgenerate heat.

The control device 201 can also control the first switch 107 and thesecond switch 108 to switch for the purpose of separating the firstradiator 103 from all of the first cooling path, the second coolingpath, and the third cooling path, and control the switch 114 to switchfor the purpose of connecting the second heat radiator 113 with thethird cooling path C according to the instruction indicating that thereis no need to supply heat to the passenger cabin, which is sent by thepassenger.

In some exemplary embodiments, the control device 201 may use thetemperature of the battery 101 to determine how to control the variouscomponents of the electric vehicle. For example, the temperature of thebattery 101 rises continuously along with the driving of the vehicle,and when the temperature of the battery 101 reaches a first presettemperature, for example 40° C., the control device 201 controls thepump 104 to speed up so as to increase the flow rate of the coolingliquid in the first cooling path A to expedite the heat dissipation ofthe battery 101.

When the temperature of the battery 101 further rises to a second presettemperature, for example 60° C., the control device 201 controls theswitch 110 to switch so as to enable the refrigerator 109 to performheat exchange with the first cooling path A, thereby rapidly cooling thebattery 101. Meanwhile, the control device 201 controls the pump 105 inthe second cooling path B to slow down or stop so as to reduce the flowrate of the cooling liquid in the second cooling path. Here, the flowrate of the cooling liquid is reduced because, at that moment, thetemperature of the cooling liquid in the first cooling path A is lowerthan that of the cooling liquid in the second cooling path B, and assuch, the cooling liquid in the first cooling path A may flow into thesecond cooling path B through the third cooling path C. If therotational speed of the pump 105 is not slowed down, the temperature ofthe cooling liquid in the second cooling path B may be reducedunnecessarily, and thus, the normal working temperature of the motor 102may be affected.

In addition, when the temperature of the motor 102 is too high, thecontrol device 201 may control the pump 105 to speed up so as toincrease the flow rate of the cooling liquid in the second cooling pathB to expedite the heat dissipation of the motor 102.

When the vehicle is initially started, according to the temperature ofthe battery 101, the control device 201 further evaluates whether thebattery needs to be heated, in order to quickly raise the temperature ofthe battery to a degree that is enough for the normal operation of thebattery. When it is evaluated that the battery needs to be heated, thecontrol device 201 controls the heater 111 to start, and the heat of theheater 111 will help raise the temperature of the battery 101 rapidly.

In addition, when the temperature of the passenger cabin is relativelylow or when the passenger sends an instruction (for example, using abutton or a dial) to heat the passenger cabin, the control device 201can also control the heater 111 to start, and the heat provided by theheater 111 will also supply heat to the passenger cabin 1.

By adopting the above-mentioned thermal management system, the presentdisclosure supplies heat to the passenger cabin by using the heatabsorbed by the cooling liquid from the battery and/or the motor, sothat the electric power of the electric vehicle can be effectivelyutilized to increase the endurance mileage of the electric vehicle.

The present disclosure further provides an electric vehicle using theabove-mentioned vehicle thermal management system, the other parts ofthe electric vehicle can adopt the structure of the exiting electricvehicles, and the vehicle thermal management system is approximately thesame as what is mentioned above, and will not be repeated redundantlyherein.

Although the present disclosure has been described with reference to thespecific embodiments shown in the drawings, it should be understood thatthe lightweight fastening methods provided by the present disclosure canhave a variety of variations without departing from the spirit, scopeand background of the present disclosure. The description given above ismerely illustrative and is not meant to be an exhaustive list of allpossible embodiments, applications or modifications of the invention.Those of ordinary skill in the art should be still aware that,parameters in the embodiments disclosed by the present disclosure can bechanged in different manners, and these changes shall fall within thespirit and scope of the present disclosure and the claims. Thus, variousmodifications and variations of the described methods and systems of theinvention will be apparent to those skilled in the art without departingfrom the scope and spirit of the invention.

What is claimed is:
 1. An electric vehicle thermal management system forheating a passenger cabin of an electric vehicle by means of the heatabsorbed from a battery and/or an electric motor of the electricvehicle, the system comprising: a first cooling path on which thebattery is located, wherein a cooling liquid is circulated in the firstcooling path, and the first cooling liquid passes through the batteryand performs heat exchange with the battery; a second cooling path onwhich the electric motor is located, wherein the cooling liquid iscirculated in the second cooling path, and the second cooling liquidpasses through the motor and performs heat exchange with the motor, andwherein the first and second cooling paths are separate and independentfrom each other; and a first radiator, wherein the first radiatorprovides a heat source to the passenger cabin by dissipating the heatabsorbed by at least one of the cooling liquids flowing in the first andsecond cooling paths, and wherein the first radiator is selectivelyconnected to at least one of the first and second cooling paths.
 2. Thesystem of claim 1, further comprising: a third cooling path, wherein thethird cooling path comprises an inlet and an outlet, and the inlet andthe outlet are in fluid communication with each other; and, wherein thecooling liquid flowing in the first cooling path and the cooling liquidflowing in the second cooling path converge at the inlet of the thirdcooling path, flow through the third cooling path and re-flow into thefirst cooling path and the second cooling path at the outlet of thethird cooling path.
 3. The system of claim 2, further comprising: acooling liquid source, wherein the cooling liquid source is connected inthe third cooling path for supplementing cooling liquids in the firstand second cooling paths to the electric vehicle thermal managementsystem.
 4. The system of claim 1, further comprising: a valve device forselectively connecting the first radiator to the at least one path ofthe first cooling path, the second cooling path, the valve devicecomprising a first switch and a second switch, wherein the first switchis arranged in the first cooling path, and the cooling liquid in thefirst cooling path flows through the battery and then flows into thefirst switch, and the second switch is arranged in the second coolingpath, and the cooling liquid in the second cooling path flows throughthe motor and then flows into the second switch.
 5. The system of claim4, further comprising: a control device, wherein the control devicecontrols the state of the first switch according to the temperature ofthe battery.
 6. The system of claim 4, further comprising: a controldevice, wherein the control device controls the state of the secondswitch according to the temperature of the motor.
 7. The system of claim1, further comprising: a control device; a refrigerator, wherein throughthe control device, the refrigerator is selectively connected in thefirst cooling path to perform heat exchange with the cooling liquid inthe first cooling path or separated from the first cooling path.
 8. Thesystem of claim 7, further comprising: a pump connected in the secondcooling path; when the temperature of the battery reaches or exceeds asecond preset temperature, the control device controls the refrigeratorto perform heat exchange with the first cooling path and controls thepump in the second cooling path to slow down or stop so as to slow downor stop the flow of the cooling liquid in the second cooling path. 9.The system of claim 1, further comprising: a control device; and a pumparranged in the first cooling path, wherein, when the temperature of thebattery reaches a first preset temperature, the control device controlsthe pump in the first cooling path to speed up so as to increase theflow rate of the first cooling liquid in the first cooling path.
 10. Thesystem of claim 1, further comprising: a second radiator, wherein thesecond radiator is selectively connected in the third cooling path orseparated from the third cooling path.
 11. The system of claim 1,further comprising: a control device; a heater, wherein the coolingliquid in the first cooling path flows through the heater; and thecontrol device selectively starts or stops the heater.
 12. An electricvehicle, comprising: a passenger cabin; a battery; an electric drivemotor; and a thermal management system configured to heat the passengercabin by means of the heat absorbed from at least one of the battery orthe electric motor, the thermal management system including: a firstcooling path on which the battery is located, wherein a first coolingliquid is circulated in the first cooling path, and the first coolingliquid passes through the battery and performs heat exchange with thebattery; a second cooling path on which the electric motor is located,wherein a second cooling liquid is circulated in the second coolingpath, and the second cooling liquid passes through the motor andperforms heat exchange with the motor, and wherein the first and secondcooling paths are separate and independent from each other; and a firstradiator, wherein the first radiator provides a heat source to thepassenger cabin by dissipating the heat absorbed by at least one of thecooling liquids flowing in the first and second cooling paths, andwherein the first radiator is selectively connected to at least one ofthe first and second cooling paths.
 13. The vehicle of claim 12, furthercomprising: a third cooling path, wherein the third cooling pathcomprises an inlet and an outlet, and the inlet and the outlet are influid communication with each other; and, wherein the cooling liquidflowing in the first cooling path and the cooling liquid flowing in thesecond cooling path converge at the inlet of the third cooling path,flow through the third cooling path and re-flow into the first coolingpath and the second cooling path at the outlet of the third coolingpath.
 14. The vehicle of claim 13, wherein, a valve device forselectively connecting the first radiator to the at least one path ofthe first cooling path, the second cooling path, the valve devicecomprising a first switch and a second switch, wherein the first switchis arranged in the first cooling path, and the cooling liquid in thefirst cooling path flows through the battery and then flows into thefirst switch, and the second switch is arranged in the second coolingpath, and the cooling liquid in the second cooling path flows throughthe motor and then flows into the second switch.
 15. The vehicle ofclaim 14, further comprising: a control device, wherein the controldevice controls the state of the first switch according to thetemperature of the battery.
 16. The vehicle of claim 14, furthercomprising: a control device, wherein the control device controls thestate of the second switch according to the temperature of the motor.17. The vehicle of claim 12, further comprising: a control device; arefrigerator, wherein through the control device, the refrigerator isselectively connected in the first cooling path to perform heat exchangewith the first cooling liquid in the first cooling path or separatedfrom the first cooling path.
 18. The vehicle of claim 17, furthercomprising: a pump connected in the second cooling path, wherein, whenthe temperature of the battery reaches or exceeds a second presettemperature, the control device controls the refrigerator to performheat exchange with the first cooling path and controls the pump in thesecond cooling path to slow down or stop so as to slow down or stop theflow of the second cooling liquid in the second cooling path.
 19. Thevehicle of claim 12, further comprising: a control device; and a pumparranged in the first cooling path, wherein, when the temperature of thebattery reaches a first preset temperature, the control device controlsthe pump in the first cooling path to speed up so as to increase theflow rate of the cooling liquid in the first cooling path.
 20. Thevehicle of claim 12, further comprising: a second radiator, wherein thesecond radiator is selectively connected in the third cooling path orseparated from the third cooling path.